Car-gate



2 Sheets- Sheet 1.

Patented Dec. 10; 1889.

GAB. GATE.

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O. WBBBBR 8v F. A. PRATT.

(No Mode-:1.)

(No Model.) 2 seets-Sneet 2. 0. WEBBBR 85T. A. PRATT.

GAR GATE.

No. 416,768. Patented 1360.10, 1889.

.I e e2 'Zf' f6- @2 E n UNITED STATES PATENT OFFICE ORLOV WTEBBER, OF BOSTON, AND FRANK A. PRATT, OF BRAINTREE, MASSACHUSETTS.

CAR-GATE.

SPECIFICATION forming part of Letters Patent No. 416,768, dated December 10, 1889. 'l

Application filed July 8, 1889. Serial No. 316,791. (No model.) i

' of which the following description,in connection with the accompanying drawings, is a specification, like letters on the drawings representing like parts.

Oar-gates as now constructed when closed to cut off communication by way of the steps leave suiiieient space or opening between them and the steps to allow a person to slide under the gate without first opening it.

This invention has for its object to construct a car-gate which shall effectually eut off any passage either on or off the car while the gate is closed.

My invention consistsin the combination, with the usual gate, of a vertical auxiliary gate to close the space between the main gate and the steps; also, in certain details of construction to be hereinafter set forth.

Figure l shows in side elevation a sufcient portion of a railroad-car equipped with my improved gate to enable my invention to be understood. Fig. 2 is a partial view looking down below the dotted section-line x Fig. l; Fig. 8, adetail to be referred to, and Figs. 4, 5, and 6 modifications to be described.

The car-body A, platform B, railing C, and.

steps D are and may be of any usual construction. 4

The main gate E, the frame of which comprises the top and bottom rails e and the vertical side posts e', is hinged in usual manner at e2 to the car-body. The top rail e is extended over far enough to enable the gate to be locked in any usual manner, as by the pin 5, to the platform-rail. A series of rods or bars e3 extend vertically-from the top to the bottom rail, as shown, they being riveted or otherwise secured to each rail e. A rail or bar f, embracing loosely the rods or bars e3. (see Fig. 2,) has riveted or otherwise secured to it a series of rods or bars f said rods or bars being interposed between the rods or bars e3 of the gate E and extend down and through suit-able holes in the lower rail e. The rail or bar f and its attached rods or bars frconstitute what I term an auxiliary gate, and is adapted to be moved up and down on the gate E.

When the rail or bar f is in its lowermost position, the rods or bars f drop below'the open or back against the carbody.

The side posts e of the main gate E are provided with suitable lugs or stops 6 7, which limit the movement of the auxiliary gate in either direction.

A spring-latch m, (see Figs. l and 3,) under the control of a sliding bar m', serves to lock the auxiliary gate in its lowermost position. The bar m has a cam-surface 'm2, against which bears the said spring-latch m. `When the auxiliary gate is in its lowermost position, by lifting the bar m the head of the spring-latch will be forced through the opening in the side post e to a position above the rail or bar f, thus locking the same in its lowermost position, as shown in Fig. l and dotted lines, Fig.

When it is desired to raise the auxiliary gate, the bar m is dropped, allowing the spring-latch m to spring back, as shown in full lines-Fig.' 3, out" of the pathway of the auxiliary gate, when the same may be raised.

A suitable locking device 'n (herein shown as a spring-latch) is provided to automatically loclc the auxiliary gate in its elevated position when it is desired to swing the gate open or back against the car.

Fig'. lshows a modification of myimproved gate, wherein the auxiliary gate is independent of the main gate and slides in suitable guides secured to the said main gate, as shown.

Fig. 5 shows another modified form of my invention, the auxiliary gate in. this case being hinged at 8 to the bottom of the main gate, and may be let down to close the space beneath the main gate or lifted up when it is desired to swing the main gate back or open.

The main gate in this case is hinged tothe railing C instead of to the car-body, as before.

Fig. 6 is still another modilieation, the auxiliary gate in this case being entirely independent of the main gate and is hinged at 10 to the car-body, as shown.

I do not desire to limit my invention to the particular forms or constructions shown, as it is evident the same may be Varied without departing from the scope of this invention.

lVe claiml. The car-body, its platform, railing, steps, and main gate, combined with a vertical aux iliary gate for closing the passage beneath the main gate, substantially as described.

v2. The car-body,its platform,railing, steps, and main gate, combined with a vertical aux iliary gate supported by the said main gate for closing the passage beneath said main gate, substantially as described.

3. The car-body, its platform, railing, steps,

and main gate, combined with a vertiea-l auxiliary gate supported by and adapted to slide on the said main gate, substantially as described;

4. The car-body, its platform, railing, steps,

` or bars f being` interposed between the `rods or bars e3 of the main gat-e E and extending.:

through the frame e of the said main gate,- substantially as described.

In testimony whereof We have signed our names to this specification in the presence of two subscribing witnesses. v

ORLOV VEBBER. FRANK A. PRATT. lVitnessos:

BERNICE J. NoYEs, B. DEWAR. 

